BA Winter Refresher 2007

Winter Refresher 2007/08

Winter Refresher 2007

Contents

Introduction

Low Visibility Operations

Cold Weather Operations

AppendixSNOWTAM Decode

Runway Approach Light Systems

Not for Real World use


IntroductionAs we move towards the winter I thought this would be a good time to go through Low Visibility Operationsto refresh our knowledge of what is required of us as pilots as well as exploring some of the regulatoryrequirements. This does not replace the operations manuals of BA Virtual aircraft as there are a wide range ofaircraft being used by BAV pilots ranging from the basic Flight Simulator aircraft to high-fidelity add-ons.Instead I have tried to outline the basic operating techniques that are required; these are in-line with real-worldBritish Airways and JAR-OPS policy.

I have not included a comprehensive section on Cold Weather Operations as these are not really relevant toFlight Simulator; instead I’ve outlined some of the considerations with regard to operating in icing conditions.

When reading this refresher pilots should make reference to any Operations Manuals they may have for theirchosen aircraft, most of the add-on products include details of how to operate the aircraft during an autoland.

If you have any questions or queries regarding this material then please ask them in the Training section of theBA Virtual forums and I will endeavour to answer them.

Happy Flying

James NivenB757/B767 Training Captain



Low Visibility Operations



Operating Policy

Take-OffTake-off in RVR below 400M requires that pilots are LVO qualified and that LVPs are in force.

Before Take-off the commander will satisfy himself that the prevailing conditions will not prevent a safe take-off and departure. He must also satisfy himself that the RVR or visibility in the take-off direction is equal-toor better-than the applicable minima.

When Touchdown Zone RVR is not reported the Commander may assess this from the flight deck. Metvisibility must not be factored to devise an equivalent RVR.

Take-off BanTake-off is not permitted if any of the following is below the relevant minima

1. The RVR assessed by the Captain from the flight-deck immediately prior to take-off2. The reported Touchdown zone RVR or Met Visibility (Pilot assessment of RVR will always override

the reported Touchdown zone RVR or Met visibility)3. The Mid-Point RVR where reported4. The Stop-End RVR (if specified)5. The cloud ceiling (if specified)

Take-off RVR MinimaFacilities RVR/Visibility

Nil (Day Only) (Note 1) 500MRunway Edge Lighting and/or centreline marking 250M/300M (Cat D Aircraft)Runway Edge and Centreline Lighting 200M/250M (Cat D Aircraft)Runway Edge, Centreline Lighting and multiple RVR information 150M/200M (Cat D Aircraft)Runway Edge and 15M centreline lighting, multiple RVR informationwhen specifically authorised by the CAA (Note 3)

125M/150M (Cat D Aircraft)

Runway Edge and 15M Centreline Lighting, multiple RVRinformation and electronic guidance (eg PVD or HUD) whenspecifically authorised by the CAA

75M (B767/B777 only100M (B747 only)

Note 1: For night operations at least Runway Edge and Runway End lights are requiredNote 2: With basic facilities the required RVR value must be achieved for all relevant RVR reporting pointswith the exception of the Touchdown Zone RVR which may be replaced by pilot observation.Note 3: the required RVR must be achieved for all relevant reporting points. Where a visual assessment isconducted a 90M visual segment is required at the start of the take-off run.

Take-off State Specific RulesTake-off Minima in USA

Facilities Ceiling/Visibility/RVRHigh Intensity Runway lights or Runway Centreline lightsor Runway Centreline Markings or (if daylight) the runwayis marked such that the pilot can maintain adequate visualreference throughout the take-off run

Nil/Visibility 0.25SM or 1600ft RVR (Note 1)

Runway Centreline lights and two RVR reporting systems(both are required and are controlling)

Nil/RVR1200ft (Stop-end RVR1000M) (Note2)

Runway Centreline lights and Runway Centreline markingsand two or three RVR reporting systems (all are requiredand are controlling)

Nil/Touchdown Zone 600ft, Mid Point andStop-end RVR 600ft (Note 3)

Note 1: The Touchdown zone RVR Report if available is controllingNote 2: Mid-point RVR may be substituted for Touchdown Zone RVR or Stop-end RVR if either is availableNote 3:Where only 2 RVR systems are installed the touchdown zone and rollout RVRs are required andcontrolling.



Take-off Minima in CanadaThe following are approved at all airfields unless higher values are specified

Facilities Ceiling/Visibility/RVRHigh Intensity Runway Lights or Runway Centreline lights orRunway Centreline Markings

Nil/0.25SM or RVR1200ft

High Intensity Runway lights and Runway Centreline lights andRunway Centreline Markings and Touchdown and Mid-pointRVR reporting systems (both of which are required andcontrolling)

Nil/RVR 600ft

Approach

Cat 1 AutolandWhere LVPs are not in force autolands may be performed using the relevant CAT 1 decision altitude onapproved runways (approval can be assumed where CAT2 or 3 minima are published in the relevant flightguide eg Navigraph). Crews must be alert to the possibility of poor performance.

Cat 2 and Cat 3 Approach ProceduresA Category 2 or 3 approach using the appropriate RVR minima may only be commenced if the appropriateaerodrome operating minima are published in the relevant flight guide (eg Navigraph), the pilot is qualified forLVOs and the commander has satisfied himself that the approach and landing can be safely carried out withregard to the status of ground landing aids and the status of the aircraft.

Instrument Approach BanWhilst making an approach to land an aircraft shall not continue a precision approach below 1000ft or a non-precision approach beyond the Final Approach Fix (or below 1000ft if there is no FAF) if a the time it arrivesat that position:

1. The Touchdown Zone RVR or Visibility is reported to be below the appropriate minimum asspecified in the relevant flight guide (eg Navigraph)

2. The mid point RVR (where reported) is blow 125M or the Touchdown zone RVR minima if that islower

3. The stop-end RVR (where reported and required) is below 125M or the Touchdown zone Minima ifthat is lower

The last RVR received before 1000ft (or the FAF) controls the approach, after passing 1000ft any RVRinformation received is for information only. If the visibility does deteriorate after descending below1000ftthe aircraft may continue to DA/H where a visual assessment of the visual reference can be made.

Instrument Approach Ban in USAWhilst making an approach to land and aircraft shall not continue on a precision approach below 1000ft AALor a non-precision approach beyond the FAF (or below 1000ft if there is no FAF) if at that point thetouchdown zone RVR is lower than the published approach minima and the other values are in accordancewith the following:



Type ofApproach

Required Touchdown ZoneRVR

Required Mid-point RVR Required Roll-out RVR

Non-precision Published minima Advisory Only Advisory OnlyCategory 1 Published minima/1800ft Advisory Only Advisory OnlyCategory 2 Published minima/1200ft Advisory Only Advisory OnlyCategory 3A Published minima/700ft 700ft AdvisoryCategory 3B Published Minma/300ft 300ft 300ft

Note: Required Touchdown Zone RVR column includes absolute system minima

Instrument Approach Visual Reference RequiredAt or below the DA/H an approach shall be discontinued by an immediate Go-Around unless visual referencerequirements remain satisfied.

1. Cat 1 ILS, PAR, RNAV or Non-Precision ApproachAt least one of the following visual references for the intended runway must be distinctly visible:

• Elements of the approach light system• The threshold• The threshold markings• The threshold lights• The threshold identifier lights• The visual glide-slope indicator• The touchdown zone or touchdown zone markings• The touchdown zone lights• Runway edge lights

2. Cat 2 OperationA segment of at least 3 consecutive lights being

• The Centreline light of the approach lights• The runway Centreline lights• The runway edge lights• Any combination of the above

The visual reference must include a lateral element of the ground pattern eg approach lightingcrossbar

3. Cat 3 OperationFor Cat 3A operations a segment of at least 3 consecutive lights being

• The Centreline light of the approach lights• The runway Centreline lights• The runway edge lights• The touchdown zone lights• Any combination of the above

For Cat 3B operations with a decision height at least one centreline light.For Cat 3B operations with no decision height there is no requirement for visual contact prior totouchdown.



Failed or Downgraded Equipment – effect on landing minima

Table 1a

Failed or downgradedequipment

Effect on landing minimaCAT 3B CAT 3A CAT 2 CAT 1 Non Precision

ILS Standby Transmitter Not Allowed No EffectOuter Maker No Effect (if replaced by equivalent position Not applicableMiddle Marker No Effect No effect (unless

used as MAPt)Touchdown Zone RVRAssessment System

May be replaced by midpoint RVR if allowed by state.RVR may be reported by human observation

No effect

Mid-point or Stop-endRVR

No effect

Anemometer for runwayin use

No effect if other source available

Ceilometer No effect

Table 1bFailed or downgradedequipment

Effect on landing minima

CAT 3B CAT 3A CAT 2 CAT 1 Non PrecisionApproach Lights Not allowed for operations with DH >

50ftNot allowed Minima as for basic facilities

Approach Lights exceptthe last 210M

No effect Not allowed Minima as for basic facilities

Approach Lights exceptthe last 420M

No effect Minima as for intermediate facilities

Standby power forapproach lights

No effect Minima as for CAT 1 Basicfacilities

No effect

Whole runway lightsystem

Not allowed Minima as for basic facilities

Edge Lights Day onlyCentreline lights RVR 300M day only RVR 300M

day, 550Mnight

No effect

Centreline light spacing30M

RVR 150M No effect

Touchdown Zone Lights RVR 200M day, 300M night RVR 300Mday, 550Mnight

No effect

Standby power forrunway lights

Not allowed No effect

Taxiway lights No effect

Aerodrome Operating Minima

Category 2 OperationsGeneralA category 2 operation is a precision instrument approach and landing using ILS or MLS with:1. A decision height below 200ft but not lower than 100ft and 2. A runway visual range of not less than 300MVisual ReferenceSee visual reference data aboveRequired RVRThe lowest minima to be used for a Category 2 operation are as followsDecision Height Auto-Coupled to below DH

RVR for CAT A,B andC

RVR for CAT D

100ft – 120ft 300M 300M121ft – 140ft 400M 400M141ft and above 450M 450M

Category 3 OperationsGeneral



Category 3 operations are sub-divided as follows1. Cat 3A operations

A precision instrument approach and landing using ILS or MLS with a decision height lowerthan 100ft and a runway visual range not less than 200M

2. Cat 3B operationsA precision instrument approach and landing using ILS or MLS with a decision heightlower than 50ft or no decision height and a runway visual range lower than 200M but notlower than 75M

Visual ReferenceSee visual reference data above

Required RVRThe lowest minima to be used for a Category 3 operation are as follows:

Flight Control System/RVRFail Passive Fail Operational

WithoutRollout system

With roll-out guidance orcontrol system

ApproachCategory

DecisionHeight

Fail Passive FailOperational

CAT 3A Less than100ft

200M 200M 200M 200M

CAT 3B Less than 50ft Not authorised Not authorised 125M 75MCAT 3B No DH Not authorised Not authorised Not authorised 75M

Note that this table show the effect of a downgrading a fail operational autopilot system to a fail passivesystem on the right-hand side.



General Considerations

IntroductionLow visibility procedures affect the way we operate from the flight-planning stage all the waythrough to shutdown and careful consideration needs to be given to each area of a flight. I includedthe previous section that details the JAR-OPS (and US/Canada for our long-haul pilots) regulations onLVPs, I grant that it is a bit dry but an understanding of the minima is essential for safe Low VisibilityOperations.

I’m going to try to take a practical approach to this refresher so I will go through each of the stages ofa typical flight in-turn highlighting any special considerations.

Autolands and approach minima often confuse, the thing to remember is that an aircraft that iscapable of flying a coupled ILS approach to a landing can do so in any weather conditions. When theweather deteriorates below the Category 1 minima (200ft cloud base and/or 550M RVR) a lowerminima is required and this can only be operated to if the aircraft and runway are certified. The lowerminima’s are Category 2 (100ft DH/300M RVR), Category 3A (50-100ft DH/200M RVR) orCategory 3B (No DH or 0-50ftDH/75M. Generally whenever an autoland is carried out the lowestavailable minima is used, this means that if you were planning an autoland on a runway which iscertified for CAT 3B operations you will use the CAT 3B minima (aircraft status allowing) even if theweather is CAVOK. If you were planning to autoland on a runway that was only cleared for CAT 1operations then you would use the Category 1 approach minima i.e. you could not descend below200ft or land in an RVR of less than 550M.

Pre-flightDuring the planning stage of any flight ask yourself the following questions:

• Do I need a take-off alternate?• Is a destination alternate required?• Is an extra destination alternate required?• Does the weather at destination and the alternate(s) meet the planning minima?• If a diversion is a possibility is the alternate commercially and operationally acceptable?• Do we need to carry any extra fuel?

Where Low Visibility Operations are in-force the answer to most of these questions may be yes!

Do I need a Take-off Alternate?JAR-OPS says that a take-off alternate is required if it would not be possible to return to theaerodrome of departure for meteorological or performance reasons based on the weather conditions atthe time of departure. Consideration of an engine failure must be given and normal operating minimaapply, given that the majority of the British Airways fleet is not cleared to for single-engine autolandduring LVOs a take-off alternate will most likely be required.

The take-off alternate will be located within 60 minutes of the single-engine flying speed for twin-engined aircraft or 120 minutes at the one engine inoperative speed for 3 and 4 engine aircraft.Planning Minima and time windows must be used to assess the suitability of a take-off alternate.

Is a Destination Alternate required?It is British Airways policy to plan for a destination alternate (except for isolated airfields). However,under JAR-OPS a destination alternate is not required if:

1. The duration of the planned flight from take-off to landing does not exceed 6 hours and twoseparate runways are available and the meterological conditions prevailing are such that from1 hour prior to the expected time of arrival to 1 hour after the ceiling will be 2000ft orCircling Height+500ft (whichever greater) and the visibility is at least 5km

2. The destination is isolated and no adequate destination alternate is required

Planning Minima must be used to select the alternate airfield.

Is an extra destination alternate required?



Where the forecast indicates that the prevailing weather at the destination will be below the planningminima or where no meteorological information is available 2 destination alternates are required.This will typically be the case for destinations that are forecast to be using LVPs during the arrivalwindow or for long-haul destinations where little or no met information is disseminated. Planningminima must be used to select the alternates and fuel loaded to cover the higher of the two fuelrequirements.

If a diversion is a possibility is the alternate commercially and operationallyacceptable?

Where the weather at the destination is forecast to be poor and a diversion will be a possibility thecommander should give consideration to the alternate(s) that have been selected. There are two typesof destination alternate: Technical Alternate and Commercial Alternate.

• Technical Alternate – used where the forecast weather etc for the destination indicates that adiversion is unlikely a technical alternate should be selected. This may be an airfield close tothe destination and although it must be suitable for use there may be a lack of facilities in theevent of a diversion.

• Commercial Alternate – where the forecast indicates that a diversion may be likely due toweather or other circumstances (runway closure, ATC delays, etc) a commercial alternateshould be selected. This is an airfield where facilities exist to handle and disperse thepassengers, where BA staff or representatives may be present. It will often be a BA servedairfield.

Do we need to carry any extra fuel?Where LVOs are in force or are expected careful consideration should be given to uplifting more fuelthat is legally required to complete the flight. For example during LVOs Air Traffic Control delayscan require extensive holding both on the stand and on the way to the holding point, allowance shouldbe made to the taxi fuel figure to account for this. Where LVOs are expected at the destination extraholding fuel should be considered for both enroute and terminal holding, due to the extra distancerequired between landing aircraft during LVPs flow rates will suffer greatly. Commanders shouldconsider that any extra fuel loaded above the planned figure will result in a burn penalty of 3% of theextra fuel per hour (eg over a 5 hour flight up to 15% of uplifted fuel will be burned). At high trafficdestinations up to 1 hour extra holding fuel should be considered and low ATC flow rates may stillaffect the destination even after the weather has started to clear.

Whilst we’re in the crewroom we could also check the AIS/NOTAMS for our departure and destination.• Is the runway and visibility suitable for a departure?• Is the destination certified and open for CAT2/3 operations and is all equipment serviceable?• Is the aircraft cabable of operating to the required minima?• Am I qualified to operate in LVOs?

Is the runway and visibility suitable for a departure?As can be seen from the Operating Policy section depending on the runway markings and lightingdifferent take-off minima may apply. NOTAM’ed equipment failures are not likely to be an issue tothe readers of this document but not all runways in the world are equipped with full runway lighting.Careful reading of the runway information in your flight guide will be necessary to determine whichtake-off minima apply.

Is the destination certified and open for CAT2/3 operations and is all equipmentserviceable?

The flightguide should be consulted to determine whether or not the destination runway is certifiedfor CAT2 or 3 operations and the required minima should be checked against the forecasts. Againequipment failures don’t affect us in the same way but the NOTAMs can be checked to determine ifall the ground components are fully serviceable, if necessary the Downgraded or Failed equipmenttables can be consulted.

Is the aircraft capable of operating to the required minima?Not all British Airways Virtual aircraft can operate to the lowest minima, the 737 fleet is limited toCat 3A for example. Aircraft defects will not really be an issue at this stage but these would be



checked at this stage to determine the capability of the aircraft. Aircraft that can operate to the lowestminima will be given priority during LVPs so determining this early is a priority.

Am I qualified to operate in LVOs?Flight crews require certification to operate in LVOs. Following initial certification regular 6monthly checks are required as is a practise autoland during line flying. The initial certificationinvolves using an approved simulator to conduct a minimum of 8 approaches and/or landings, someapproaches will have some form of failure that may affect the ability of the aircraft to continue theapproach using the lowest minima (eg generator failure, rad-alt failure) or may require a go-around(eg excessive localiser deviation). In addition to be certified to operate to the lowest applicable take-off minima a normal take-off, take-off with an engine failure between V1 and V2 and a take-off withan engine failure below V1 resulting in a rejected take-off will be required.

Crews are also expected to be familiar with the runway lights and markings, taxiway lighting,CAT2/3 holding point markings and their location. The spacing between runway edge lights orrunway centreline lights is critical to determining the touchdown zone RVR, for example on theAirbus fleet prior to departure on a CAT3 equipped runway a 90M visual segment is required so 6centreline lights must be seen.

At The AircraftCarry out your normal pre-flight checks but be alert to the fact that fog when combined with lowtemperatures may give a risk of icing problems. Prior to despatch check the any known defectsagainst the Minimum Equipment List for your aircraft for any autoland restrictions. The take-off vitaldata should be prepared with a full-thrust departure in mind allowing for any anti-icing corrections, afull-thrust departure is recommended in low visibility conditions as it gives minimum time on therunway.

A thorough briefing is essential when operating under LVPS, review the airfield LVP brief for specialprocedures (eg mandatory taxi routes, special phraseology). Use the aerodrome or taxi chart toreview the expected taxi route, position of CAT2/3 holding points and any ILS sensitive areas.Consider what your actions will be in the event of an emergency on the runway including the rejectedtake-off drill and consider your actions following getting airborne with a serious problem. Particularconsideration should be given to whether an immediate return is possible or a departure alternate willbe required.

Prior to requesting start-up inform ATC that a CAT2/3 landing will be possible at destination if it isoperating under LVPs, this will ensure priority will be given to the aircraft where airfield slot delaysare being used.

TaxiingConsider the use of bright lighting when taxiing (white strobes, landing lights), in poor visibility youcan expect to see bright lights well before unlit or poorly-lit lights (aircraft wingtips or tails forexample). The greatest distance a white painted aircraft that is visible in100M RVR is about 50M andnavigation lights do not show up well from certain angles.

Taxi slowly making maximum use of the ADI groundspeed readout to assist with speed control anduse the MAP view/compass to assist with orientation. The aerodrome or taxi chart can be helpful tomaintaining positional awareness as well as helping to anticipate turns.

If in any doubt as to the aircraft position STOP and request assistance.

Do not allow the aircraft to cross the CAT2/3 holding position until cleared to do so by ATC. Ensurethe ILS is tuned and identified, the ILS localiser display can be used to assist in identifying the correctrunway and finding the runway centreline.

Take-offOn aircraft fitted with PVDs or other enhanced systems ensure these are operating correctly beforeentering the runway.



As the aircraft is lined up with the runway particular care must be given to identifying the runwaycentreline and not lining up with the runway edge lights. Check that the minimum number of runwaylights is visible (see table below) and the reported RVRs are not below the applicable minima.

Centreline lightspacing

RVR 15M 30M 50ft75M 4 2125M

6 3

150M

8 4

600ft 10

When cleared for take-off be alert for correct acceleration indications, use the centreline lighting ormarkings for directional guidance, as the speed increases these will tend to ‘stream’ makingdirectional control easier.

Rejected Take-offIn the event of a rejected take-off monitor autobrake and reverse carefully for any abnormaloperation. As the speed decreases directional control will become more difficult. When thecentreline lights change from alternate red/white 900M of runway remains, continuous red lightsappear with 300M remaining, if in any doubt to the stopping ability of the aircraft full manual brakingand maximum reverse must be used.

If the situation permits vacate the runway fully and inform ATC as quickly as possible keeping themupdated on the aircraft situation and position.

In-flightWhen operating to an airfield where LVPs are in use CAT2/3 equipped aircraft will have priority,ensure ATC are informed.

Obtain weather for destination and alternate aerodromes on a regular basis, for online flights BAVACARS will automatically receive destination and filed alternate weather during your flight,otherwise the Squawkbox .METAR ICAO can be used. If possible obtain expected delay time fromthe ARTCC prior to descent, keep a close eye on the expected fuel remaining prior to reaching theholding facility.

Prior to commencing the approach complete the relevant low-visibility procedures using the relevantCAT2/3 charts. In addition to the standard considerations this should include a review of theexpected airfield lighting, anticipated runway turnoff and subsequent taxi route, the standard calloutsand indications that are expected as well as checking all baro and radio altimeter bugs.

Where available the autoland checklist/aide-memoire must be completed, this determines theoperating capability of the aircraft and is fleet specific.

ApproachOn first contact with the approach controller include the phrase “Request CAT2/3 Approach”, this isimportant as the protections that are applied to CAT2/3 operations may be relaxed if the weatherimproves to CAT1. Attention should be paid to the approach ban requirements, if the weather isbelow minima prior to reaching 1000ft agl the approach must be discontinued.Where RVRs are not available the reported Met Visibility may be factored as shown below

Multiply Met Visby

Lighting Elements in use Day Night



Hi Intensity Approach and runwaylighting

1.5 2.0

Any other type of lighting 1.0 1.5No Lighting 1.0 N/A

Whilst weather deterioration below 1000ft agl can be ignored, equipment failures that downgrade thecapability of the aircraft cannot and as a result it is vital that the autoland status of the aircraft bemonitored at all times. Most BA aircraft that are capable of an autoland will display the capability ofthe aircraft through the PFD or Autoland Status Annunciator, you should be familiar with theterminology; Boeing fleets use a custom indication – LAND3/2/NO AUTOLAND - and Airbusdisplay the current capability of the aircraft in terms of minima category –CAT3DUAL/CAT3SINGLE/CAT2/CAT1. The meaning of these indications is shown in thefollowing tables:

BoeingApproach Category Minimum ASA statusILS Cat 3 No DH LAND 3ILS Cat 3B LAND 3ILS Cat 3A LAND2ILS Cat 2 or CAT 1 LAND2

AirbusApproach Category Minimum Autoland StatusILS CAT 3 No DH CAT 3 DUALILS CAT 3B CAT 3 DUALILS CAT 3A CAT 3 SINGLEILS CAT 2 CAT 2 SINGLEILS CAT 1 CAT 1 SINGLE

It is not necessary or desirable to have an intimate knowledge of how an equipment failure may affectthe autoland status for your aircraft as some failures are not annunciated but may affect the autolandstatus – failure of the centre rad alt for example will downgrade a 757/767 to from LAND 3 to LAND2. Instead pilots should rely on the autoland status to tell them whether the approach can be continuedin the event of a failure and revert to higher minima if required. Where a reversion to a higherminima is required pilots should consider whether or not it is appropriate to rebug the DH or whetherit would be prudent to make the decision at the relevant rad alt call.

On first contact with the tower inform them that you are making a CAT2/3 approach as in rapidlyimproving conditions LVPs and their protection may be abandoned in order to improve the flow rate.

Go-AroundIn the event that the required visual reference is not obtained at DH/MDA the standard publishedmissed approach should be flown. During the missed approach be alert for any changes to theautopilot status, especially if an engine has failed. If the approach was not discontinued because of alack of visual contact or aircraft failure the crew should seek to establish the reason from ATC (egexcessive localiser deviation or failure of ground equipment) and assess whether another approachcan be conducted. Crews should be aware of the fact that a go-around will not necessarily result in animmediate subsequent approach as the aircraft will have to be fitted into the traffic pattern again. Ifthe approach was discontinued due to lack of visual reference obtain updated weather and considerthe fuel situation, if there has been no significant improvement and none is forecast then it may beprudent to think about an immediate diversion to the alternate airfield. If another approach isattempted then consider what actions will be necessary in the event that that approach is alsodiscontinued eg immediate diversion, fuel status for final attempt.

Landing



The following shows what visual reference can be expected at lowest minima for the differentapproach categories, note that visual reference is not required prior to touchdown for CAT3B andmay not be obtained until nose wheel touchdown.

Category 1 – 200ft/550M Category 2 – 100ft/300M

Category 3A – 50ft/200M Category 3B – 0ft/75M

Apply reverse thrust as required. Depending on the autopilot fitted the autopilots will track therunway centreline, if so do not be in a hurry to disconnect the automatic steering and brakes. Runwaydistance to go is indicated by coded centreline lighting, with 900M to go these change to alternateRed/White, with 300M to go. If required the autobrake setting can be increased or manual brakingused.

Do not report vacated until the aircraft has cleared the ILS sensitive area as shown on the aerodromebooklet. It is important to be fully aware of the exit used to provide a reference for the taxi routingand reduce the possibility of getting lost. The previous guidance on taxiing applies equally to the taxiin, be alert when turning onto stand as stand guidance may not be visible from the turn in point.



Cold Weather Operations



General Considerations

Icing Conditions DefinitionsIcing Coniditons Exist When

• During ground operations, take-off, initial climb or go-around, OAT is 10 degrees C or below• Inflight TAT is 10 degrees C or below

And visible moisture in any form is present with visibility less than 1500M or when standing water, ice,snow is present on ramps, taxiways or runways.

Ground De-icingAny deposits of frost, ice, snow or slush on the external surfaces of an aeroplane may drasticallyaffect its’ flying qualities, frozen deposits may jam flight control surfaces and engine and apuperformance may deteriorate due to the ingestion of snow or ice. Ice may also form on externalsurfaces due to cold-soaking in conditions above 0 degrees C.

The commander is responsible for determining that all surfaces are clear of frost, ice or snow depositsprior to take-off and in cold weather this can be accomplished by de-icing or anti-icing the aircraft.Generally, BAV pilots can assume that any necessary ground de-icing has taken place prior to despatchand that the hold-over times of the fluid used will be sufficient to allow take-off within a reasonable timeframe. Where this assumption is not made pilots will need to determine the time when de-icing wascompleted, which fluid mix was used and the subsequent hold-over times from the tables provided. Atsome airfields de-icing is carried out at central areas close to the runway holding point in order tominimise the delay between de-icing and take-off. Where de-icing is going to take place pilots shouldensure that the procedures associated with their aircraft are met, these will include but are not limited to:

• Ensure that Air Conditioning/APU bleed is selected OFF• Engines are shut-down (where local procedures allow they can be left at idle thrust but air supplies to

the air conditioning must be set OFF)• Flaps and slats are retracted• The horizontal stabiliser on 737 aircraft is set to full nose down• All doors and windows are closed (where de-icing is taking place on stand with passenger doors open

de-icing can be carried out well away from the open door)

Holdover TimesHoldover times can be estimated from the following table, pilots should be aware that these areestimates of the protection available in moderate to light precipitation, the actual protection may varyand commanders must ensure that the aircraft surfaces are clear of deposits prior to take-off.

OAT Type of Fluid

Fluid/WaterMix

Estimated Hold Over timeActiveFrost

FreezingFog

Snow/SnowGrains

FreezingDrizzle

LightFreezing

Rain

Rain onColdWing

Above 0 100/0 Type II 12 hrs 35-90 20-55 30-55 15-30 5-4050/50 Type II 3 hrs 15-30 5-15 5-15 5-10100/0 Type IV 12 hrs 75-150 35-75 40-70 25-40 10-5050/50 Type IV 3 hrs 15-35 5-15 10-20 5-10

0 to -3 100/0 Type II 8 hrs 35-90 20-45 30-55 15-3050/50 Type II 3 hrs 15-30 5-15 5-15 5-10Type IV 100/0 12 hrs 75-150 35-75 40-70 25-40Type IV 50/50 3 hrs 15-35 5-15 10-20 5-10

-3 to -14

100/0 Type II 8 hrs 20-65 15-35 15-45 10-2575/25 Type II 5 hrs 20-55 15-25 15-30 10-20Type IV 100/0 12 hrs 20-80 20-40 20-45 10-25Type IV 75/25 5 hrs 25-50 15-35 15-30 10-20

-14 to -25

Type II 100/0 8 hrs 15-20 15-30Type IV 100/0 12 hrs 15-40 15-30



Pre-flightWhere freezing precipitation is present check for any SNOWTAMs for the departure, destination andany applicable alternates, a decode to SNOWTAMs can be found below.

Captains are reminded that the policy regarding APU use on the ground allows them to start the APUwhere cold weather conditions exist.

TaxiingWhen taxiing out in active or freezing conditions delay the deployment of flap/slats until just prior toentering the active runway. Delay actioning the before take-off checklist until the flaps have beenselected.

If fleet specific procedures call for it ensure that any engine run-ups are completed prior to take-off,inform ATC if the run-up will delay the take-off run.

LandingWhen landing on contaminated runways use maximum reverse, use of the autobrakes isrecommended and if the landing distance available is limiting make use of full autobraking. Wherethere are any concerns about the ability to stop the aircraft on the remaining runway full manualbraking should be used in conjunction with maximum reverse thrust.

When landing on a contaminated runway leave the flaps/slat extended after landing until they can beinspected, a full inspection of the aircraft should be carried out following shutdown to check forfrozen deposits in the wheel wells etc.



Appendix



SNOWTAM Decode







Approach Light Systems


BA Winter Refresher 2007

Documents

excessive

rvr reporting

15m centreline

touchdown

multiple rvr

visual reference

runway edge

90m visual